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A bicycle-sharing system, public bicycle system, or bike-share scheme, is a service in which bicycles are made available for shared use to individuals on a very short term basis. Bike share schemes allow people to borrow a bike from point "A" and return it at point "B". Many bike-share systems offer subscriptions that make the first 30–45 minutes of use either free or very inexpensive, encouraging use as transportation. This allows each bike to serve several users per day. In most bike-share cities, casual riding over several hours or days is better served by bicycle rental than by bike-share. For many systems, smartphone mapping apps show nearby stations with available bikes and open docks. Bike-share began in Europe in 1965 and a viable format emerged in the mid-2000s thanks to the introduction of information technology. , public bikesharing systems were available in 50 countries on five continents, including 712 cities, operating approximately 806,200 bicycles at 37,500 stations.〔〔 , the Wuhan and Hangzhou Public Bicycle bike-share systems in China were the largest in the world, with around 90,000 and 60,000 bicycles respectively. The Vélib' in Paris bicycle stations, is the largest outside of China.〔 The countries with the most systems are Spain (132), Italy (104), and China (79).〔 , the systems with the higher market penetration are both operating in France, the Parisian Velib' with 1 bike per 97 inhabitants and Vélo'v in Lyon with one bike per 121 residents. Bicycle-sharing systems can be divided into two general categories: "Community Bike programmes" organised mostly by local community groups or non-profit organisations; and "Smart Bike programmes" implemented by government agencies, sometimes in a public–private partnership. The central concept of these systems is to provide free or affordable access to bicycles for short-distance trips in an urban area as an alternative to motorised public transport or private vehicles, thereby reducing traffic congestion, noise, and air pollution. Bicycle-sharing systems have also been cited as a way to solve the "last mile" problem and connect users to public transit networks.〔(【引用サイトリンク】url=http://www.ca-ilg.org/node/3216 )〕 The reasons people use bike-share vary considerably. Some who would otherwise use their own bicycle have concerns about theft or vandalism, parking or storage, and maintenance requirements. However, with limits on the number of places where bicycles can be rented or returned, the service resembles public transit, and has therefore been criticised as less convenient than a privately owned bicycle used door-to-door. Government-run bicycle-sharing programmes can also prove costly to the public unless subsidised by commercial interests, typically in the form of advertising on stations or the bicycles themselves. == Types == Although users of such systems generally pay to use vehicles that they themselves do not own, sharing systems differ from traditional for-profit bike rental businesses. The first bike sharing projects were largely initiated by local community organisations, either as charitable projects intended for the disadvantaged, or to promote bicycles as a non-polluting form of transport. In recent years, in an effort to reduce losses from theft and vandalism, many bike-sharing schemes now require a user to provide a monetary deposit or other security, or to become a paid subscriber. Most large-scale urban bike sharing programmes utilise numerous bike check-out stations, and operate much like public transit systems, catering to tourists and visitors as well as local residents. To date, no publicly owned and administered bicycle sharing programme has yet been able to consistently operate as a self-funding enterprise, using only revenues generated from membership subscriptions or user fees and charges. As a consequence, most publicly owned bicycle sharing systems utilise funding from public governmental and/or charitable sources. Bike sharing schemes may be administered by government entities, nonprofit private organisations, or via public-private partnerships. Many bicycle sharing schemes have been developed by a variety of organisations over the years, all based on one or more of the following systems: ; Unregulated: In this type of programme the bicycles are simply released into a city or given area for use by anyone. In some cases, such as a university campus, the bicycles are only designated for use within certain boundaries. Users are expected to leave the bike unlocked in a public area once they reach their destination. Because the bike is not required to be returned to a centralised station, ready availability of such bicycles is rare, and since unlocked bikes may be taken by another user at any time, the original rider is forced to find alternative transport for the return trip. Bicycle sharing programs without locks, user identification, and security deposits have also historically suffered large loss rates from theft and vandalism. ; Deposit: A small cash deposit releases the bike from a locked terminal and can only be retrieved by returning it to another. Since the deposit (usually one or more coins) is a fraction of the bike's cost, this does little to deter theft. Other bike sharing programmes have implemented rules requiring the user to provide a valid credit card, along with substantial security deposits for bicycles and mandatory security locks. ; Membership: In this version of the system, bicycles are kept either at volunteer-run hubs or at self-service terminals throughout the city. Individuals registered with the program identify themselves with their membership card (or by a smart card, via cell phone, or other methods) at any of the hubs to check out a bicycle for a short period of time, usually three hours or less. In many schemes the first half-hour is free. The individual is responsible for any damage or loss until the bike is returned to another hub and checked in. :Many of the membership-based systems are operated through public-private partnerships. Several European cities, including the French cities of Lyon and Paris as well as London, Barcelona, Stockholm and Oslo, have signed contracts with private advertising agencies (JCDecaux in Brussels, Lyon, Paris, Seville and Dublin; Clear Channel in Stockholm, Oslo, Barcelona, Antwerp, Perpignan and Zaragoza) which supply the city with thousands of bicycles free of charge (or for a minor fee). In return, the agencies are allowed to advertise both on the bikes themselves and in other select locations in the city. Some other programmes are not linked to an advertising deal (for example Smoove) and are financed as a part of public transportation scheme. These programmes attempt to reduce losses from theft by requiring users to purchase subscriptions with a credit card or debit card (this option requiring a large, temporary deposit) and by equipping the bike with complex anti-theft and bike maintenance sensors. If the bike is not returned within the subscription period, or returned with significant damage, the bike sharing operator withdraws money from the user's credit card account. :A system has been developed whereby a member need not return the bike to a kiosk; rather, the next user can find it by GPS.〔(Gizmag ) SoBi bicycle sharing system〕〔(【引用サイトリンク】url=http://www.viacycle.com/technology/ )〕 E-bike sharing is becoming more popular. The e-bikes are generally recharged upon parking them at their station.〔(E-bike sharing becoming more popular )〕 E-bikes extend the range of the bikes and make cities with more difficult topographies more accessible.〔(Brian Mcallister e-bike concept )〕 In 2009, Chiyu Chen proposed the Hybrid2-system which stores some of the pedal power on a (ultra)capacitor. Similar to vehicle-to-grid systems, the energy is then fed back to the mains electricity grid.〔(Chiyu Chen's Hybrid2 system )〕 The Ohio State University announced plans to integrate electric assist bicycles as part of its bicycle share program launching in 2015.〔()〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Bicycle-sharing system」の詳細全文を読む スポンサード リンク
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